JPS6113052A - Electronically controlled transmission for automobile - Google Patents

Abstract

PURPOSE:To complete warming earlier than in the conventional by decelerating shift-up and accelerating shift-down during the time when the engine temperature is low. CONSTITUTION:The output of an engine-temperature sensor 5 is input into a shift-up lower-limit car-speed calculating means 6 which calculates the shift-up lower-limit car-speed corresponding to the engine temperature on the basis of the memory value of the third memory means 3, and a shift-down lower-limit car- speed calculating means 7 which calculates the shift-down lower-limit car-speed corresponding to the engine temperature on the basis of the memory value of the fourth memory means 4, and each output of the shift-up lower-limit car-speed calculating means 6 and the shift-down lower-limit car-speed calculating means 7 is input into a shift-up judging means 10 and a shift-down judging means 11, respectively. Therefore, during the time when the engine temperature is low, shift- up is decelerated, and shift-down can be accelerated, and the high engine revolution speed can be maintained before warming, and warming can be completed in early times.

Description

DETAILED DESCRIPTION OF THE INVENTION Field of Industrial Application The present invention relates to an electronically controlled transmission for automobiles, and in particular sets a lower limit for the decision level for upshifting and downshifting according to engine temperature, and does not allow upshifting before warm-up is completed. This invention relates to an electronically controlled transmission for automobiles that delays downshifting and accelerates downshifting.

BACKGROUND OF THE INVENTION In general, running a vehicle before the engine has warmed up to a predetermined temperature (so-called warm-up) has the following disadvantages.

■The high friction between the engine and various parts of the drive system leads to a decline in power performance, fuel consumption, and exhaust emissions.

■Since the engine intake system is also at a low temperature, fuel vaporization is insufficient, and to compensate for this, a rich air-fuel ratio is required, resulting in lower fuel efficiency.
This causes deterioration of exhaust gas.

■The heater and defroster are not effective because the engine coolant temperature is low.

■Exhaust gas deteriorates due to low catalyst activity.

Therefore, ideally, it would be desirable to start driving the vehicle after the warm-up is complete, but in reality, it is more common for the vehicle to be started before the warm-up is complete. In such a case, it is preferable to warm up the vehicle as quickly as possible during driving, but no electronically controlled transmission device for automobiles has so far been proposed that takes such measures.

Problems to be Solved by the Invention The present invention has been made in view of the above circumstances, and its purpose is to provide an electronically controlled transmission for an automobile that takes measures to accelerate warm-up.

Means for Solving the Problems In order to solve the above problems, the present invention, as shown in FIG. Second storage means 2 for storing dark value vehicle speed vs. throttle opening pattern
, a third storage means 3 for storing a shift-up lower limit value according to the engine temperature, a fourth storage means 4 for storing a shift-down lower limit value according to the engine temperature, and an engine temperature sensor for detecting the engine temperature. 5, a shift-up lower limit vehicle speed calculation means 6 for calculating a shift-up lower limit vehicle speed corresponding to the engine temperature detected by the engine temperature sensor 5 based on a value stored in the third storage means 3; A fourth memory (means 4) stores the lower limit vehicle speed for downshifting corresponding to the engine temperature
The shift-down lower limit vehicle speed calculation means 7 calculates based on the stored values of the shift-up lower limit vehicle speed calculation means 7, the shift-up lower limit vehicle speed calculated by the shift-up lower limit vehicle speed calculation means 6, the memory pattern of the first storage means 1, the current shift position, and the vehicle speed sensor 8. ．． Shift-up determination means 1 that determines whether or not to shift up based on the current vehicle speed 9 throttle opening detected by the throttle opening sensor 9
0, the shift down lower limit vehicle speed calculated by the shift down lower limit vehicle speed calculation means 7, the memory pattern of the second storage means 2, the current shift position, the detected current vehicle speed, and the throttle opening degree. The electronically controlled transmission for an automobile is composed of the downshift determining means 11 and the control means 12 that controls the shift position of a transmission (not shown) according to the determination results of the downshift determining means 11 and the upshift determining means 10.

The operation shift-up determination means 10 uses the memory pattern of the first storage means 1, the current shift position, and the current vehicle speed detected by the vehicle speed sensor 8 and the throttle opening sensor 9.

Even if it can be determined that there is a need for a shift-up based only on the throttle opening, if the current vehicle speed is smaller than the lower limit vehicle speed for a shift-up at that time, it is determined that there is no need for a shift-up. By setting the shift-up lower limit value stored in the storage means 3 to be larger as the engine temperature is lower, the lower the engine temperature, the higher the engine speed (otherwise the shift-up will not be performed -0). Means 11 is a memory pattern of second memory means 1.

Current shift position and vehicle speed sensor8. Even if it can be determined that there is no need for downshifting based only on the current vehicle speed detected by the throttle opening sensor 9 and the throttle opening, if the current vehicle speed is lower than the lower limit vehicle speed for downshifting at that time, there is a need for downshifting. Therefore, by increasing the shift down lower limit value stored in the fourth storage means 3 as the engine temperature is lower, it is possible to downshift even if the engine speed is higher as the engine temperature is lower. become.

In this way, the engine speed is kept as high as possible before warming up, so the layering machine is accelerated accordingly.

Embodiment FIG. 2 is a block diagram showing an example of the hardware configuration of the present invention. In addition, an engine body is shown, to which an engine temperature sensor 21 and a throttle opening sensor 22 are attached. As the engine temperature sensor 21, for example, a temperature sensor that detects the temperature of cooling water in the cylinder block of the engine is adopted,
As the slot 7) small opening sensor 22, a potentiometer that outputs a voltage according to the opening of the slot 7 torque valve is adopted. The outputs of the engine temperature sensor 21 and throttle opening sensor 22 are converted into digital quantities by the A/D converter 24 of the control FirS 23 and input to the input port of the CPU 25. 26 is the transmission main body, and the transmission solenoid 28.2
9 and a lock amplifier solenoid 30. The combination of energizing the transmission solenoids 28 and 29 moves the transmission to 1st speed.
It can be switched to 2nd or 3rd speed. Further, a vehicle speed sensor 31 is attached to the transmission body 26, and its output is applied to an input port of the CPU 25 via an input interface 32. The control unit 23 has a memory 33 that can be accessed from the CPU 25. This memory 33 consists of a ROM that stores necessary programs, a shift pattern to be described later, a shift-up lower limit value, a shift-down lower limit value, etc., and a RAM that is used for calculations and the like. When the CPU 25 determines the necessity of upshifting or downshifting, a signal for excitation of the shift solenoid 28.29 is sent to the solenoid 28.29 via the output interface 34 to perform a predetermined shift. is controlled. Further, as is well known, a lock amplifier signal for turning on and off the lock amplifier solenoid 30 is output and sent to the solenoid via the link face 34 to control the lock-up operation during shifting.

FIG. 3 is an explanatory diagram of the contents of the vehicle speed vs. throttle opening pattern for upshifting and the vehicle speed vs. throttle opening pattern for downshifting stored in the ROM of the memory 33. A shift darkness value vehicle speed is stored corresponding to the speed. In Figure 3, the solid line 40
．． 41 indicates the dark value vehicle speed (or dark value throttle opening) for shifting up from 1st gear to 2nd gear and from 2nd gear to 3rd gear, respectively, and broken lines 42 and 43 indicate shifts from 2nd gear to 1st gear and from 3rd gear to 2nd gear, respectively.
Indicates the threshold vehicle speed (or dark value throttle opening degree) for downshifting to speed. The actual storage in the ROM is to take the upshift from 1st gear to 2nd gear as an example, and store the dark value vehicle speed corresponding to each throttle opening if +y+i, as shown in Figure 4. . Contents as shown in FIG. 4 are also stored for other gear change stages, ie, from 2nd speed to 3rd speed, from 2nd speed to 1st speed, and from 3rd speed to 2nd speed.

FIG. 5 is an explanatory diagram of the contents of the shift-up lower limit value and the shift-up lower limit value stored in the ROM of the memory 33, with the vertical axis representing the engine rotational speed NE and the horizontal axis representing the engine temperature. The solid line 50 in the figure is the shift-up lower limit value.

A broken line 51 indicates the shift down lower limit value, and for both lower limit values, the lower the engine temperature, the higher the engine rotation speed that is the lower limit value. The reason why the shift-up lower limit value 50 is larger than the shift-down lower limit value 51 is to provide a hysteresis characteristic to the shift operation, and the difference between the lower limit values at the same engine temperature determines the width of the hysteresis. For example, the lower limit of shift up when the engine temperature is O'C is 150.
It is about 0 to 200 rpm. The lower limit value corresponding to the temperature at the time of completion of warm-up is set to a small value, such as zero, so that the lower limit value does not limit the determination of upshifts and downshifts.

FIG. 6 is a flowchart showing an example of a software configuration for realizing the speed change control function of the CPU 25. CP (
J 25 first detects the vehicle speed sensor 31. throttle
' Opening sensor 222 reads the output of engine temperature sensor 21 and temporarily stores it in RAM. Next, the shift-up lower limit value corresponding to the engine temperature is read from the ROM, and is multiplied by the gear ratio determined by the current shift position to calculate the shift-up lower limit vehicle speed Au in the current engine state. Next, the current vehicle speed is compared with the shift-up lower limit vehicle speed Au, and the current vehicle speed is set to Au.
If the current vehicle speed is greater than or equal to the current vehicle speed, the current vehicle speed is set as the map vehicle speed, and if not, 0 (zero) is set as the map vehicle speed. Next, the shift-up shift change value (throttle opening) Bu corresponding to the map vehicle speed is determined from the shift-up vehicle speed vs. throttle opening pattern stored in the ROM, and this Bu is compared with the current throttle opening. This determines the necessity of upshifting. And the current throttle opening is I3u
If it is above, it is determined that an upshift is necessary, and no upshift processing is performed, and if it is less than the current throttle opening Bu, a one-step upshift processing is performed and the current shift position information is updated.

Next, the CPU 25 performs a downshift check.

First, the lower limit of shift down corresponding to the detected engine temperature is read from the ROM, and this is multiplied by the gear ratio determined by the current shift position to determine the lower limit of shift down vehicle speed Ad in the current engine state. Next, compare the current vehicle speed with the shift-down lower limit vehicle speed Ad, and if the current vehicle speed is greater than or equal to Ad, set the current vehicle speed to the map vehicle speed, otherwise set the map vehicle speed to 0 (zero). . Next, the shift down shift value (throttle opening degree) Bd corresponding to the map vehicle speed is determined from the downshift vehicle speed vs. throttle opening pattern stored in the ROM, and this Bd is compared with the current throttle opening degree. This will determine the necessity of downshifting. If the current throttle opening is 86 or more, it is determined that there is a need for upshifting, and a one-step downshift process is performed, and if the current throttle opening is less than Bd, it is determined that downshifting is necessary. Note that when downshifting is performed, the current shift position information is updated.

Assume that the vehicle speed vs. throttle opening pattern for upshifting from 2nd speed to 3rd speed is shown, for example, by the solid line 70 in FIG.
Assuming that the vehicle speed versus throttle opening pattern for downshifting from 1st to 2nd gear is shown by the broken line 71 in the figure, when the engine temperature is as low as 0°C, the lower limit vehicle speed for upshifting is shown by the broken line 72 in the figure, for example. The lower limit vehicle speed for downshifting is set, for example, as shown by the broken line 73 in the figure. Therefore, for example, even if you move from a state where you are traveling in a hesitation position at point a to point b by slightly depressing the accelerator pedal and cross the solid line 70, the gear will not be shifted up to second gear as in the conventional case. Only when the speed increases further and reaches the 0 point position exceeding the broken line 72 is the gear shifted up to second gear. In addition, if you return the accelerator pedal and reduce the speed from the state where you are traveling in confusion at point d, in the present invention, the broken line 73
It is shifted down to 1st gear at the position of point e, which crosses the dashed line 7.
It is possible to downshift earlier than in the past, where downshifting was performed at point f, which crosses 1. As the warm-up progresses, the positions of the dashed lines 72 and 73 in FIG. 7 move to the side where the vehicle speed is lower, and when the warm-up is completed, the positions of the solid lines 70 and 73 in FIG. 7 are the same as before. The entire area indicated by the broken line 71 becomes valid.

Although the explanation has been given regarding shifts to 1st and 2nd speeds, the same applies to other shifts.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above embodiments, and various other additions and changes can be made. For example, it is possible to store engine temperature, shift-up lower limit vehicle speed, and shift-down lower limit vehicle speed for each shift position as the shift-up lower limit value and shift-down lower limit value, thereby omitting calculations using gear ratios. .

As described in detail, according to the present invention, upshifting is delayed and downshifting is accelerated while the engine temperature is low, so that warm-up is completed earlier than before. be.

[Brief explanation of the drawing]

FIG. 1 is an explanatory diagram of the configuration of the present invention, FIG. 2 is a block diagram showing an example of the hardware configuration of the present invention, and FIGS. 3 and 4 are vehicle speed versus throttle for upshifting stored in the ROM of the memory 33. opening pattern. and a content explanatory diagram of the vehicle speed versus throttle opening pattern for downshifting, FIG. 5 is a content explanatory diagram of the shift-up lower limit value and the shift-up lower limit value stored in the ROM of the memory 33,
FIG. 6 is a flowchart showing an example of a software configuration for realizing the speed change control function of the CPU 25, and FIG. 7 is an explanatory diagram of the operation of the present invention. 20 is the engine body, 21 is the engine temperature sensor, 22 is the throttle opening sensor, Yoshi is the control unit, U is the A/D converter,
Z5 is a CPU, 26 is a transmission, 28 and 29 are shift solenoids, 31 is a vehicle speed sensor, 32 is an input ink face, 33 is a memory, and 34 is an output ink face.

Claims (1)

[Claims] In an electronically controlled transmission for an automobile, a first storage means stores a vehicle speed vs. throttle opening pattern for upshifting, a second storage means stores a vehicle speed vs. throttle opening pattern for downshift, and a first storage means stores a vehicle speed vs. throttle opening pattern for downshifting, a third storage means for storing a shift-up lower limit value according to the engine temperature; a fourth storage means for storing a shift-down lower limit value according to the engine temperature;
an engine temperature sensor that detects engine temperature; and a shift-up lower limit vehicle speed calculation means that calculates a shift-up lower limit vehicle speed corresponding to the engine temperature detected by the engine temperature sensor based on a value stored in the third storage means; a shift-down lower limit vehicle speed calculation means for calculating a shift-down lower limit vehicle speed corresponding to the engine temperature detected by the engine temperature sensor based on a value stored in the fourth storage means; and a shift-up lower limit vehicle speed calculation means shift-up lower limit vehicle speed, the first
a shift-up determination means for determining whether or not to shift up based on the memory pattern of the storage means, the current shift position, the detected current vehicle speed, and the throttle opening; a shift-down lower limit vehicle speed calculated by the shift-down lower limit vehicle speed calculation means; A shift down determination means for determining whether or not to downshift from the memory pattern of the second storage means, the current shift position, the detected current vehicle speed, and the throttle opening; 1. An electronically controlled transmission device for an automobile, comprising a control means for controlling a shift position of a transmission accordingly.